Power system for electrically powered land vehicle

ABSTRACT

The power system for an electrically powered land vehicle extracts electrons from ambient air to generate adequate electrical power to operate the land vehicle electrical energy production and propulsion system. The extracted electrons generate enough electrical power to run an electrical propulsion system and all accessory electrical systems of the land vehicle. The power system includes an abutting series of tubular sections defining an airflow path with a heating plates in the airflow path and variable positive voltage grids to extract charged particles from the heated air. Air is drawn into the airflow path by a centrifugal impeller. The ionized air not used to generate electric power is neutralized in an ionized gas neutralizing chamber and then exhausted.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 60/472,085, filed May 21, 2003, which isincorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to electrically powered land vehicles, andparticularly to a power system which produces electrical energy byextracting electrons from the ambient air to provide power to fullypower and propel a wheeled, electrically powered land vehicle.

2. Description of the Related Art

A variety of electrical energy production systems have been proposed tooperate and propel vehicles. However, electrostatic forces have neverbeen utilized in conventional electrical energy production systems as anenergy source to operate and/or propel a vehicle. For instance, U.S.Pat. No. 4,109,743, issued to Giampiero Brusaglino et al. on Aug. 29,1978, describes a propulsion system for a vehicle having a turbine unitwith two electric generators that drive two electric motors connected tothe wheels of the vehicle. Similarly, U.S. Pat. No. 6,044,922, issued toBruce F. Field in Apr. 4, 2000, shows an electric hybrid vehicle thatcombines a battery pack, electrically powered engine, and an internalcombustion engine to provide a more efficient use of the battery packwhile operating the vehicle. U.S. Pat. No. 5,947,421, issued to John R.Beattie et al. on Sep. 7, 1999, discloses an electrostatic propulsionsystem for a spacecraft using the interaction of electrostatic fields oncharged propellant particles, such as ions.

U.S. Pat. No. 6,357,700 B1, issued to Anthony I. Provitola on Mar. 19,2002, discloses an electrical vehicle propulsion system wherebyelectrical energy is generated by a turbine alternator during vehiclemotion to charge the batteries, thereby improving the performance of thevehicles.

U.S. Pat. No. 3,119,233, issued to Frank L. Wattendorf et al. on Jan.28, 1964, shows a multiple electrode arrangement for producing adiffused electrical discharge. The device includes a high velocityexpansion nozzle, an assembly for providing high-pressure gas, a centralelectrode, a plurality of sharply pointed electrodes, a source ofcooling gas, and a source for applying a high alternating voltage.Electrical energy may be generated either as a direct or alternatingcurrent output.

U.S. Pat. No. 6,121,569, issued to George H. Miley et al. on Sep. 19,2000, shows an electrostatic propulsion system using an inertialelectrostatic confinement design having discharge plasma for generatingions that provide thrust when accelerated and expelled from propulsionsystem.

U.S. Pat. No. 3,303,650, issued to Oliver C. Yonts on Feb. 14, 1967,describes an ion propulsion system for space vehicles wherein A.C. poweris utilized for ion acceleration, thereby reducing the size and weightof required power supply components. The Yonts patent discloses a spacecharged neutralized beam for the ionic propulsion of a space vehiclehaving at least one pair of ion sources. Each of the sources includes aplurality of elongated cavities, a charge material disposed within thecavities, an A.C. heater mounted adjacent to the charge material in eachcavity for heating and substantially completely ionizing the chargematerial, a source of A.C. power connected to each of the heaters, andan ion exit slit disposed in one wall of each of the cavities.

U.S. Pat. No. 5,005,361, issued to Phillips in April 1991, discloses aturbine power plant, which produces power from a high temperature plasmaand high voltage electricity. A plurality of ion repulsion dischargechambers are situated along the perimeter of the turbine to acceleratethe ions, and a condenser and pump are used to return the condensedgases to a plasma generator.

U.S. Pat. No. 6,486,483, issued to the present inventor, E. H. Gonzalez,on Nov. 26, 2002 and hereby incorporated by reference in its entirety inthe current patent application, has offered some of the most significantadvances in the field of electric energy production that generate energyfrom electrostatic forces.

None of the above inventions and patents, taken either singly or incombination, is seen to describe the instant invention as claimed. Thusa power system for an electrically powered land vehicle solving theaforementioned problems is desired.

SUMMARY OF THE INVENTION

The power system for an electrically powered land vehicle of the presentinvention extracts electrons from ambient air to generate adequateelectrical power to operate a wheeled land vehicle electrical energyproduction and propulsion system. The extracted electrons generateenough electrical power to run all accessory electrical systems of awheeled land vehicle. The extracted electrons not used to generateelectric power are neutralized in an ion gas-neutralizing chamber andthen exhausted.

The electrical energy production system includes a multi-stageelectrical energy production section, a centrifugal impeller, an ionizedgas neutralizing chamber, rechargeable batteries, an inverter, anamplifier/controller, an electric motor or generator, and an exhaustsection to operate an all-electric drive vehicle. The apparatus of thepresent invention is designed to produce electrical energy through amulti-stage electrical energy production section that uses a centrifugalimpeller to draw large volumes of ambient air through a series oftubular sections made up of repeated combinations of heating assembliesand variable positive voltage grids. The tube sections cause themolecules to undergo loss of electrons through mechanically inducedatomic and molecular impacts and thermal excitation, the free electronsthen being collected by the voltage grids and stored in an externalbattery, or routed to an amplifier/controller that controls one or moreelectric motors or electrical generators coupled to one or moreground-engaging wheels.

The centrifugal impeller, driven by an electric motor, is securelyattached at the rear of the gas ionization section. Rotation of thecentrifugal impeller draws high velocity ambient airflow through the gasionization section to create electrical power. The electrical power isrouted to a combination amplifier/controller and is used to powerelectric motors on each wheel of a basic land vehicle. The electricalpower also is used to charge the batteries of the vehicle. An invertermay be electrically connected to the batteries in order to provide A.C.power or an A.C. output as required. The ionized gas exiting thecentrifugal impeller immediately enters the ion gas neutralizingchamber, wherein discharge plugs are used to discharge sufficientelectrons back into the air to neutralize any ionic charge. Exhaust gascharge sensors, located on each tail pipe, monitor the electric chargeof the exhaust gas to verify electric neutralization before expulsion.

Accordingly, it is a principal aspect of the invention to provide apower system for an electrically powered land vehicle that produceselectrical energy by ionizing ambient air in order to power and propel aland vehicle.

It is another aspect of the invention to provide a power system for anelectrically powered land vehicle that includes a centrifugal impellerthat draws high velocity air through a gas ionization section to createelectrical power.

It is a further aspect of the invention to provide a power system for anelectrically powered land vehicle that provides an ionic propulsionsystem capable of being used in a land vehicle.

Still another aspect of the invention is to provide a power system foran electrically powered land vehicle having an ion gas neutralizingchamber for neutralizing ionized gas exiting the gas ionization sectionof the power system.

It is an aspect of the invention to provide improved elements andarrangements thereof in a power system for an electrically powered landvehicle for the purposes described which is inexpensive, dependable andfully effective in accomplishing its intended purposes.

These and other aspects of the present invention will become readilyapparent upon further review of the following specification anddrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic view of a power system for an electricallypowered land vehicle according to the present invention.

FIG. 2 is a diagrammatic perspective view of the gas ionization andelectric energy production section of the power system for anelectrically powered land vehicle according to the present invention.

FIG. 3 is a cross sectional view of the gas ionization and electricenergy production section shown in FIG. 2.

FIG. 4 is a fragmented perspective view of a rigid plate tube of the gasionization and electric energy production section of the power system ofthe present invention, partially broken away to show the platestructure.

FIG. 5 is a perspective view of the rigid plates of the gas ionizationand electric energy production section of the power system of thepresent invention.

FIG. 6A is a perspective view of the variable positive voltage gridsection of the gas ionization and electric energy production section ofthe power system of the present invention.

FIG. 6B is a perspective view of the variable positive voltage gridsection of the gas ionization and electric energy production section ofthe power system of the present invention having two positive gridsections.

FIG. 7 is a sectional view of the union of two ridged plate tubesections onto a variable positive voltage grid section of the powersystem of the present invention.

FIG. 8 is an exploded view of an ion gas neutralizing chamber section ofthe present invention.

FIG. 9 is a rear view of the exhaust duct of the ion gas neutralizingchamber section shown in FIG. 8.

FIG. 10 is a rear view of the ion gas neutralizing chamber section shownin FIG. 8.

FIG. 11 is a section view of the ion gas neutralizing chamber shown inFIG. 1.

FIG. 12 is a section view along lines 8-8 of FIG. 11.

FIG. 13 is a section view of an alternate embodiment of an ion gasneutralizing chamber section of the power system of the presentinvention.

FIG. 14 is a block diagram of the control logic for the gas ionizationand electric energy production section of the power system of thepresent invention.

FIG. 15A is a fragmented, section view of an electron discharge plugscrewed into a duct in the power system of the present invention.

FIG. 15B is a fragmented, section view of another embodiment of thedischarge plug of an electron discharge plug of the power system of thepresent invention.

FIG. 15C is a top section view through the discharge plug of FIG. 15B.

FIG. 15D is an elevation view of another embodiment of a discharge plugof the power system of the present invention, having increased surfacearea.

FIG. 15E is an elevation view of still another embodiment of a dischargeplug of the power system of the present invention, also having anincreased surface area.

Similar reference characters denote corresponding features consistentlythroughout the attached drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention is directed to a power system for an electricallypowered land vehicle, generally designated as 20 in the drawings. Thepower system 20 of the present invention provides an alternate energysource for wheeled land vehicles. The power system 20 uses electronsextracted from the ambient air to generate electrical power sufficientto operate a wheeled land vehicle. The power system 20 is designed toproduce more than sufficient electric power to run an electric vehiclepropulsion system and all accessory electric systems, including airconditioning, stereo/radio, electric heating, AC output from a powerinverter, windshield wiping systems, etc.

FIG. 1 shows a diagrammatic view of the basic components required toproduce electrical power from ambient air in order to power a wheeledland vehicle. The power system 20 includes a gas ionization and energyproduction section 25, similar to the electrical energy productionsystem disclosed in the inventor's prior U.S. Pat. No. 6,486,483, herebyincorporated by reference in its entirety.

The basic operation of the present invention uses an electric motor 40to rotate a centrifugal impeller 30 to draw high velocity ambient airflow through the gas ionization and energy production section 25 tocreate electrical power using electrons extracted from the ambient airflow 22. The electrical power is routed to amplifier/controller 55 andused to power electric wheel motors 70 on each wheel 72 of a basicwheeled land vehicle. The electrical power also is used to charge thebatteries 60 of the vehicle. A power inverter 65 may be electricallyconnected to batteries 60 in order to provide A.C. power output 75 asrequired.

The positively charged, ionized air particles, which are not convertedinto electrical power, exit the centrifugal impeller 30 in the form ofionized gas and immediately enter the ionized gas neutralizing chamber35. The ionized gas neutralizing chamber 35 uses discharge plugs todischarge sufficient electrons back into the ionized gas to neutralizethe electrostatic charge. Exhaust gas ion gas sensors 50, located oneach tail pipe 45, monitor the electric charge of exhaust gas 80 toverify electric neutralization before expulsion. The power system 20 ofthe present invention is preferably an electrically closed system. Allelectrons being extracted from the ambient airflow 22 will bereintroduced back into the air after utilization.

FIGS. 2 and 3 show a detailed view and a cross sectional view,respectively, of the gas ionization and electric energy productionsection 25 of the power system 20. The gas ionization and electricenergy production section 25 has multiple stages, with each stageincluding rigid plate tube section 84 and a variable positive voltagegrid section 86. Ion sensors 26, generally located forward of the ridgedplate tube sections 84, detect the charge of the ions at each stage andmay automatically increase or decrease the potential of the variablepositive voltage grids 86 to a higher or lower positive potential. Eachion sensor 26 controls the variable positive voltage grid 86 immediatelydownstream from the ion sensor 26. Thus, each variable positive voltagegrid section 86 downstream will have a greater potential than thepreceding variable positive voltage grid 86 to help in the accelerationof the airflow 22 and the dissociation of electrons from within theairflow 22. There are protruding studs 85 for each plate to accommodatea negative electrical connection at the rear of each plate. Thecentrifugal impeller 30 draws large volumes of ambient airflow 22through the rigid plate tube sections 84 and the positive voltage gridsections 86, causing the molecules to undergo loss of electrons throughmechanically induced atomic and molecular impacts and thermalexcitation. The free electrons are collected using the positive voltagegrids 86 and routed to the amplifier/controller 55 for chargingbatteries 60 or driving electric wheel motors 70, as described above.The gas ionization and electrical energy production section 25 mayfurther include a filtration system positioned directly before the firstrigid plate tube section 84 to filter the air before it enters the rigidplate tube sections 84.

Turning now to FIG. 4, it can be seen that each rigid plate tube section84 includes a plurality of metal alloy rigid plates 120 held inspaced-apart, parallel relationship to each other and which are embeddedin an electrical insulating casing material 110, such as ceramiccomposition. The rigid plates 120 are preferably made of an electricallyconductive material having excellent heat radiative properties, but ableto withstand subsonic and supersonic shock wave pressures, produced byhigh velocity airflows. The casing 110 will preferably be constructed ofelectrical insulating material also capable of withstanding subsonic andsupersonic shock wave pressures produced by high velocity airflows. Theleading and trailing edges of each rigid plate 120 have an elongated rodor cylindrical end portion 130 disposed along the free edge thereof,substantially as shown, in order to maximize shock wave control. Thecylindrical end portion 130 of each plate 120 protrudes through thecasing 110.

Turning to FIG. 5, it can be seen that electrical wires 135 may bedisposed on opposite ends of each plate 120 for the purpose ofelectrically heating the plates 120. As shown, the same constructionwill be on each plate 120 on both the leading 140 and the trailing 145edge, but will extend to opposite sides of the casing to provide a morethorough heat distribution on each plate 120. It should be understoodthat the greater the heat to each ridged plate 120, the greater theexcitation of molecules, which increases the number of electronsavailable to be converted into electrical power. Theamplifier/controller 55 controls the amount of current to the electricwires 135 to either increase or decrease the heat radiation of eachridged plate 120. The amplifier/controller 55 varies the quantity ofelectrons collected based on the electrical power needs of the powersystem 20.

Again referring to FIG. 4, it should be noted that the structure shownis only one of a number of possible designs that may be used to exciteatoms and molecules to dissociation through high velocity airflows. Therigid plates 120 are positioned substantially parallel to one anotherand may vary in number. The number of rigid plates 120 contained withina particular tube section 84 may also vary, dependent on the size of thepower system 20 and the velocity of airflow 22. The sizes of therespective component parts vary depending on the application.

Furthermore, the power system 20 is not limited regarding the number ofrepetitions of alternating variable positive voltage grids 86 and rigidplate sections 84. The length of the rigid plate sections 84 may bereduced to minimize airflow resistance, but still retain a sufficientlength to excite the air or cause molecular disassociation. The rigidplates 120 may have conventional structural support elements in order tohelp prevent an implosion from high velocity airflows. It should beunderstood that this specification embraces any structural supportelements for the individual plates 120, whether located between a pairof plates 120, adjacent the plates 120, or otherwise located withrespect thereto for improving resistance to material or structuraldegradation secondary to the effects of airflow 22.

Again referring to FIG. 5, it can now be clearly appreciated how therigid plates 120 are preferably constructed to define a wavy pattern incross-section, which, along with the characteristics of the metal alloythat give the plates 120 excellent conductivity and heat radiatingproperties, makes them strong enough to withstand subsonic andsupersonic shockwave pressures produced by high velocity air flows. FIG.4 also more clearly shows the cylindrical end portions 130 of theleading 140 and trailing 145 edges. The cylindrical end portions 130 mayvary in size as compared to the gauge of the plate 120. The cylindricalend portions 130 also strengthen each plate 120. In the preferredembodiment, leading edge 140 provides a positive electrical lead andtrailing edge 145 provides a negative electrical lead for heating theplates 120.

The spacing between each plate 120 is sufficient to allow supersonicairflow, if necessary, to attain atomic and molecular disassociation.The leading 140 and trailing 145 cylindrical end portions 130 of eachplate 120 are further preferably staggered fore and aft with respect toeach other and spaced-apart, substantially as shown, improving shockwave control.

FIG. 6A illustrates the variable positive voltage grid section 86 ingreater detail. Made up of a rim-shaped structure 155 and an integralcomponent of the casing 110, the variable positive voltage grid section86 preferably includes an alloy grid 165 having high electricalconductivity, and having aerodynamic parallel vanes 170, both sides ofeach vane 170 being fixed in casing 110 and designed to withstandextremely high velocity airflows. In the present embodiment, grid 165 iselectrically connected to a single stud 27 that protrudes through casing110.

Casing 110 may be constructed of electrically insulating materialcapable of withstanding high temperatures, pressures, and vibrations.The grid 165, and the vanes 170 attached thereto, are of a constructionsufficiently strong to withstand vibration, high temperatures andpressures caused by supersonic and hypersonic airflows. The protrudingstud 27, of which there is one for each variable positive voltagesection 86, is connected to a variable positive voltage potential,controlled by the circuit components diagrammatically indicated in FIG.10, discussed below. This variable positive voltage potential willextract the free electrons and will help accelerate the ions as theymove through the gas ionization and energy production section 25. Thepositive voltage potential of each grid section 86 progressivelyincreases to continue the process of ionization of the atoms andmolecules, and helps to accelerate the ions.

In FIG. 6B, an alternate embodiment of the variable positive voltagesection 86 is shown. This alternate embodiment is also made up of agenerally rim-shaped structure 155 and an integral component of thecasing 110. However, the variable positive voltage section 86 includestwo separate highly electrically conductive alloy grids, each designated165. The individual vanes 185 and each grid 165 are embedded in thecasing 110 and designed to withstand extreme high velocity flows, andeach grid 165 is commonly electrically connected to a stud 27 thatprotrudes through the casing 110 on the respective same side of therim-shaped structure 155. Each vane 185 is constructed broader at thebase and is tapered as the top is approached. There are preferably twoprotruding studs 27 for each variable positive voltage section 86. Thevariable positive voltage potential will extract the free electrons andwill help accelerate the ions as they move through the rigid plate tubesection 84 and positive variable voltage sections 86. The protrudingstuds 27 of each variable positive voltage grid 86 are preferablyconnected to a one-way diode to prevent electrons from flowing back ontothe grid section 86.

FIG. 7 illustrates two rigid plate tube sections 84 separated by avariable voltage positive grid section 86. FIG. 6 further illustrates anion charge sensor 26 mounted through casing 110, the sensor 26 detectingthe charge of the ions as they flow through the gas ionization andenergy production section 25. The ion charge sensors 26 are connected tothe amplifier/controller 55 and operate to keep the variable positivevoltage grids 86 at a greater positive potential as compared to thecharge on the ions in the airflow to help accelerate the flow anddissociation process. The ion charge sensors 26 are preferablyconfigured to be aerodynamic and able to withstand supersonic airflows.

Conventionally, ion detectors include a sensing electrode, an evaluatingcircuit, and an indicator means. In the preferred embodiment of theinvention, the ion charge sensor 26 controls the variable positive grid86 to its immediate rear. The heat radiating rigid plates 120progressively increase the temperature of the air in each succeedingrigid plate tube section 84, thereby continuing the ionization process.As the air molecules start to loose electrons and become more positive,ion charge sensors 26 monitor the ionization of the air as it passesthrough each stage of ionic excitation. Based upon input from the ionsensors 26, the amplifier/controller 55 shown in FIG. 1 automaticallyincreases the positive voltage potential on the next succeeding variablepositive voltage grid 86 in the line of airflow 22 to continue theelectron extraction process, thereby maintaining a constant flow of freeelectrons originating from the variable positive voltage grids 86 to theelectrical studs. 27 protruding from each variable positive voltage gridsection 86. Variable positive voltage generation circuits are known tothose skilled in the art and typically generate a positive voltage thatincreases or decreases in accordance with an increase or decrease in theentered high-frequency power.

Again referring to FIG. 7, the cylindrical trailing edge 145 of eachridged plate section 84 should be in close proximity to the variablepositive voltage grid 86 to immediately attract and extract the freeelectrons. The variable positive voltage potential, as well as theradiating heat of the rigid plates 120 may progressively increase fromthe front to the rear sections to continue the ionization anddissociation process. In one embodiment of the invention, the vanes 170of the variable positive grid 165 may be parallel to the rigid plates120 to maximize extraction of free electrons. Ion sensors 26 generallylocated foreword of the rigid plate tube sections 84 detect the chargeof the ions at each stage and may automatically increase the potentialof the variable positive voltage grids 165 to a higher positivepotential as compared to the ions to help accelerate the velocity,increase dissociation, and have a greater potential for extractingelectrons.

The gas ionization and energy production section 25 preferably startswith a rigid plate tube section 84 at its respective front to start theelectron dissociation process, and ends with a variable positive voltagegrid section 86 at its respective rear so as to continue the extractionof free electrons as much as possible. The process of extreme highvelocity air flow through a repeated combination of rigid plate tubesections 84 and variable positive voltage grid sections 86 should createatomic and molecular disassociation, and extract free electrons fromtheir normal orbits. These free electrons will be attracted to thevariable positive voltage grid 86 and extracted for utilization.

Now turning to FIGS. 8-11, a detailed discussion of the ionized gasneutralizing chamber 35 is provided. The ion gas neutralizing chamber 35may be constructed of a longitudinal tubular shaped member connectedbetween a front centrifugal front impeller manifold 220 and a rearexhaust manifold 280. The front manifold 220 and rear manifold 280 areattached to neutralizing chamber 35 by mating male connectors 225 tofemale connectors 227 at annular flanges or lugs 230. The ionized gasneutralizing chamber 35, the front centrifugal impeller manifold 220 andthe rear exhaust manifold 280 all have an outer casing 210 made of anelectrical insulating material capable of withstanding high pressures,high vibrations, and high temperatures. The centrifugal impellermanifold 220 houses a centrifugal impeller 30. The centrifugal impeller30 may be constructed of material capable of withstanding hightemperatures and high rotational stress.

The ionized gas neutralizing chamber 35 has electric discharge plugs 275threaded into outer casing 210. Each electric discharge plug 275 issecured to the outer casing 210 using a nut 273. The discharge plugprobe 270 of the discharge plug 275 is positioned in an air path 235 todischarge or neutralize the positively charged ions in the ionizedairflow 222. The ionized gas neutralizing chamber 35 includes anelectric motor 40 mounted therein to drive the centrifugal impeller 30.

The circumferentially spaced apart arrangement of air paths 235 areshown in FIG. 8 and 11. This arrangement of air paths 235 allows amplespace between each individual duct to allow ambient air cooling to themotor 40, and also allows access to the motor 40 for electricalconnections. Each air path is configured in the form of a straight ductarrangement. However, the air path 235 may be configured with a spiraldesign as shown in FIG. 13, but still spaced apart from one another toallow ambient air cooling to the motor 40. The total pathway volume ofthe neutralizing chamber 35, the exhaust duct 280, 285, and the exhausttail pipes 45 connected thereto, should not less than the total volumeof ionization and energy production section 25, so as not to create anyback pressure.

The rear view of the neutralizing chamber 35 is shown in FIG. 9 withoutthe exhaust duct 280 attached. As illustrated, the inner circumferenceattaching bolts, as well as the mounting brackets 235, 245 andassociated hardware 240, and anchor nuts 241, are accessible from theopen rear area of the neutralizing chamber 35 before attaching theexhaust duct 280. After the exhaust duct 280 is attached, the centralrear area remains open to provide access to the motor 40 and allassociated mounting hardware.

The rear view of the exhaust duct 280 is shown in FIG. 10. Asillustrated, the open rear area of the exhaust duct 280 provides accessto the motor 40 and all associated mounting hardware. The electricalconnections may also be routed in between the individual air paths 235.Note the inner and outer circumference flange design, as well as flangeson the tail pip attaching ducts 285.

The electric motor 40 may optionally be an electrical generatorcombination. The electric motor 40 is mounted on mounting brackets 245.The electric motor 40 is secured to the mounting brackets 245 by matingthe male connectors 240 with the female connectors 241 through themounting bracket 245. The mounting brackets 245 and the connectors 240and 241 are of sufficient size and strength to secure the electric motorwithin the ionized gas neutralizing chamber 35. Mounting brackets 245may additionally include a heat insulating material to minimize heattransfer.

The electric motor 40 is encased within an electrically insulatingmaterial 250 that is capable of withstanding high pressures, highvibrations, and high temperatures so that the heat and electricalcharges resulting from operation of the electric motor 40 will have anegligible effect on the operation of the ionized gas neutralizingchamber 35. An air gap 239 is provided within the encased electricallyinsulating material 250 to allow the electric motor 40 space to becooled. In addition, a plurality of individual air paths 235 are formedcompletely around the electric motor 40, but independently from oneanother in order to let ambient air flow in between the ducts 235 forcooling the electric motor 40. The rear manifold 280 provides an exhaustsystem for exhaust 80 to exit the neutralized gas neutralizing chamber35. The exhaust 80 exits the rear manifold 280 through duct 285.

Ionized gas neutralizing section 35 works as follows. Electric motor 40is mechanically connected to a centrifugal impeller 30 via shaftconnection 237. The electric motor 40 is used to cause centrifugalimpeller 30 to rotate to draw high velocity ambient airflow 22 throughgas ionization and energy production section 25, causing the ambientairflow 22 to become positively charged due to electron extraction bythe positive voltage grids 86. Thus, the gas ionization and energyproduction section 25 converts the ambient airflow 22 into a positivelycharge ionized airflow 222.

The centrifugal impeller 30 draws the ionized airflow 222 exiting thegas ionization and energy production section 25 into a plurality ofducts 235 of the ion gas-neutralizing chamber 35 so that the positivelycharged ions within the ionized air flow 222 may be discharged orneutralized. Each individual duct 235 includes a plurality of electrondischarge plugs 275 that can electrically discharge or neutralize thepositively charged ions contained within ionized airflow 222. Thedischarge plugs 275 are securely inserted into each individual duct 235and electrically connected in series via conducting wire 271 toamplifier/controller 55.

The positively charged ion air flow 222 acting on the electron dischargeplug probe 270 of electron discharge plug 275 establishes a positiveelectrical potential signal to the amplifier/controller 55 to drawelectrons onto the discharge probes 270 and electrically neutralize thepositively charged ions in ionized air flow 222. After the ionized airflow 222 has passed the discharge plugs probes 270 and the positivelycharged ions are neutralized, the ionized air flow 222 is converted intoan exhaust gas 80 and exits the ion gas neutralizing chamber 35 via duct285. Duct 285 routes the exhaust gas 80 to tail pipes 45 where theexhaust gas 80 is monitored by ion gas sensors 50 to detect whether thepositively charged ions within the exhaust gas 80 have been properlyneutralized before entering the atmosphere.

The individual ducts 235 are illustrated in greater detail in FIG. 13.The ionized gas neutralizing chamber 35 is comprised of a plurality ofindividual straight ducts 235 surrounding the electric motor 40, theducts being separated by radially extending partition walls 290. Theionized gas neutralizing chamber 35 includes air gap 239 to help coolelectric motor 40 of centrifugal impeller 30. Only the first or frontelectron discharge plug 275 has an electrical connection to theamplifier/controller 55. Electron discharge plug probes 270 areconstructed of high electrically conductive material able to withstandhigh velocity airflow and high temperatures. After the exhaust 80 passesthe sensors 50, the exhaust 80 exits the tailpipes 45 and is expelledback into the atmosphere.

FIG. 13 shows an alternate embodiment of the ionized gas neutralizingchamber 35 of FIGS. 8-11 that operates in the same manner as the ionizedgas neutralizing chamber 35 of FIGS. 8-11. After the air flow 222containing positively charged ions plasma has passed the discharge plugs270 and the positively charged ions are neutralized, air flow 222 exitsthe ion gas neutralizing chamber 35 via ducts 305. Ducts 305 route theairflow 222 to tail pipes 45 (shown in FIG. 1) where the exhaust 80 isexpelled back into the atmosphere. The individual ducts 300 differ fromducts 235 in that ducts 300 extend in a spiral or helical formation toallow addition of more electron discharge plugs to each duct 300 to moreeffectively neutralize the ionized plasma and cool the system than theindividual ducts 235 of FIGS. 7-8. The electron discharge plugs 275 areelectrically connected in series with only the lead edge plugs of eachindividual duct 300 connected to the amplifier/controller 55.

The operation of the power system 20 is regulated by anamplifier/controller 55. The amplifier/controller comprehends aplurality of devices, or a single device performing a plurality offunctions under the direction of a microprocessor or microcontrollercontrol logic 329, as reflected in FIG. 14. The control logic 329monitors the charge on the ionized air flow as it passes through therigid plate tubular sections 84 and regulates the voltage to thepositive voltage grid sections 86. The amplifier/controller 55 is alsoresponsible for controlling the current to the plates 120, therebyguaranteeing increased ionization as the ionized air flow progressesthrough the energy production section 25, as well as controlling theneutralization of the charge on the exhaust 80, which is discussed inlater in greater detail.

Specifically, input from the ion sensors 26, ion sensors 50, anddischarge plugs 275 are monitored by the control logic 329. The controllogic 329, in turn, electronically communicates with the rigid plateamplifier and controller logic 331 that regulates current to the rigidplates 120 for heating the tubular sections 84. Under control of controllogic 329 and the variable positive voltage grid amplifier andcontroller 325, the voltage applied to the variable positive voltagegrid 86 is adjusted and the current drawn off from the grid 86 isregulated. Under the control of control logic 329, vehicle propulsionamplifier and controller 335 provides sufficient electrical power tooperate an electrically powered vehicle propulsion system, including aconventional rheostat, a braking system, and electric wheel motors 70.Voltage and current is applied to the vehicle propulsion system topropel or stop the wheeled land vehicle as desired. A source ofsupplemental power 337 provides backup power and serves as a means forbootstrapping the device until electric energy is produced in sufficientquantity to operate the control logic. The supplemental power 337provides sufficient electric power to a conventional electric vehiclepropulsion system to run all accessory electric systems, including airconditioning, stereo/radio, electric heating, AC output from inverter,windshield-wiping systems, etc.

A conventional electric vehicle propulsion system may include anelectric rheostat, a cruise control switch, a multi-position electricswitch, a braking system, and drive wheel electric motors to propel thevehicle. A conventional electric rheostat on a dash panel may vary theelectric signal sent to the drive wheel electric motors 70 to controlthe speed of vehicle, but only after determining that a separate cruisecontrol-switch is in the off position. The electric rheostat may also beused to control the speed of electric motor 40 that drives centrifugalimpeller 30, and to increase electrical power to inverter as required. Afoot pedal controlled rheostat electric signal will control the speed ofthe vehicle via amplifier/controller 55, but only when the cruisecontrol switch is in the off position. A separate multi-positionelectric switch on the dash panel will give the driver the option ofrear wheel drive, front wheel drive, or all wheel drive. Themulti-position electric switch is easily within the drivers reach, withindicators for reverse, neutral, drive, D1 low, and D2 low. The electricswitch may be rotary, or linear type. In the reverse position, theelectric signal being sent to the drive motors would be of oppositepolarity, as compared to the electric signals for the forward position.In the neutral position, no electric signals will be sent to the drivemotors, but will only rotate the electric motor 40 on centrifugalimpeller 30 to produce electric power, via electric rheostat on footpedal, or electric rheostat on dash panel. In the drive position, anelectric signal will be sent to the drive motors of opposite polarity ascompared to the electric signal in the reverse position. Depending onapplication and size of vehicle, D1 low and D2 low positions areoptional. D1 low position will send an electric signal to drive motorsof the same polarity as the drive position, but will be amplified todouble the torque produced by the drive motors. D2 low position willprogressively amplify the electric signal to maximize torque and speed.The braking system on the vehicle may include a conventional electricdisk, hydraulic disk, shoe and drum, or any combination thereof,described in the prior art. Manual foot, or hand braking systems mayalso be employed, also described in the prior art.

FIGS. 15A-15E show various embodiments of the discharge plugs 275 ingreater detail. FIG. 15A shows a first discharge plug 400 screwed intoan metal alloy insert material 425 of an individual air duct 235 forsecurely tightening discharge plug 400 into the air duct 235. Thedischarge plug 400 has a threaded metallic casing 407 for screwing thedischarge plug 400 into the air duct 235. Each discharge plug 400utilizes a “V” shaped leaf 403 that snugly fits around a center shaft405, but also rotates about the center shaft 405 and configures itselfinto ionized airflow 222 so that the impact of the ionized airflow 222contacting the “V” shaped leaf 403 causes eddies to form and slow thevelocity of the ionized airflow 222 to more effectively neutralizepositively charged ion within the ionized airflow 222. The base 409 ofthe discharge plug 400 is not anchored to the insulating material 250encapsulating motor 40. Thus, the plug 400 is constructed to withstandhigh velocity airflow and high temperatures.

FIG. 15B shows an alternate embodiment of a discharge plug 420 insertedinto a duct 235 which also has a metallic base 431 molded intoelectrical insulating casing 433 in encapsulating material 250 thatanchors and secures discharge plug 420. The anchored discharge plug 420relies on its metallic base 431 anchored in casing 433 to withstand highvelocity airflow and high temperatures.

FIG. 15C shows a top view of the shaft 405 and “V” shaped leaf 403 of adischarge plug. The shaft 405 and leaf 403 are made of metallicmaterial. Once the V-shaped leaf 403 configures itself in the ionizedairflow 222 to cause eddies, its grip on the center shaft 405 willincrease and will more efficiently discharge electrons to neutralizeionized airflow 222.

FIG. 15D shows another variation of the discharge plug. Discharge plug480 includes a stacked washer design having a plurality of metallicwashers 485 spaced a predetermined distance apart around a center shaft405. The metallic washers 485 provide an increased surface area to moreeffectively discharge electrons into positive charged ion plasma.

FIG. 15E shows another embodiment of the discharge plug. Discharge plug490 has a central shaft 495 with an increased surface area to moreeffective discharge electrons into positive charged ion plasma. Thedischarge plug 490 is made of high electrical conductivity, but able towithstand high velocity and high temperatures.

The power system 20 is designed to produce more than sufficient electricpower to run an electric vehicle propulsion system and all accessoryelectric systems including air condition, stereo/radio, electricheating, AC output from inverter, windshield wiping systems, etc.

The power system 20 may incorporate magnetic bearings, and mechanicalsilicon nitride or ceramic bearings. These types of bearings require nomaintenance and never require lubrication. These bearings also have avery high reliability due to silicon nitride or ceramic bearings and alow vibration characteristics.

A variation to the four electric drive motors would be to have only twodrive motors. Each of the two motors would drive a front and reardifferential and axle assembly with positive traction to ensuresynchronization. This type of vehicle may optionally employ atransmission, and will have to utilize a manual braking systemsufficient to hold the vehicle on steep grades when parked.

The electrical energy production system may also be utilized as aresidential/industrial power system. After electrons are extracted andutilized, they will be electrically routed back to the ionized gasneutralizing chamber, to neutralize all positive ion gas before beingexpelled back out into the atmosphere.

The vehicle drive system may also employ any combination of electricdrive systems known in the prior art.

It is to be understood that the present invention is not limited to theembodiments described above, but encompasses any and all embodimentswithin the scope of the following claims.

1. A power system for an electrically powered land vehicle, comprising:a gas ionization and energy production section including a plurality ofabutting tubular members defining an airflow path having an input endand an output end, each of the tubular members having: a rigid platesection having a plurality of heating plates for exciting air to anelevated energy level, the heating plates being disposed in spaced-apartrelationship to allow the flow of air through the section; a variablepositive voltage grid for collecting charged particles; and at least onesensor for detecting the charge of said charged particles; means fordrawing air into the input end of the airflow path in order to establishan airflow through the gas ionization and energy production section;means for distributing the charged particles to the land vehicle'sbattery and propulsion system; and means for regulating a potential ofthe variable positive voltage grid.
 2. The power system according toclaim 1, wherein said means for drawing air comprises a centrifugalimpeller disposed in said airflow path.
 3. The power system according toclaim 2, wherein said means for drawing air further comprises anelectric motor coupled to said centrifugal impeller.
 4. The power systemaccording to claim 1, further comprising an ionized gas neutralizingchamber at the output end of said airflow path.
 5. The power systemaccording to claim 4, further comprising a plurality of dischargeelectrodes extending into said neutralizing chamber for dischargingcharged particles into the airflow path in order to neutralize ionizedgases in the airflow path.
 6. The power system according to claim 5,wherein each said discharge electrode further comprises a shaft and aV-shaped leaf rotatable around the shaft in order to slow airflowthrough said neutralizing chamber.
 7. The power system according toclaim 1, wherein said means for drawing air comprises a centrifugalimpeller disposed in the airflow path and an electric motor coupled tothe impeller, the system further comprising an ionized gas neutralizingchamber surrounding the electric motor.
 8. The power system according toclaim 1, further comprising means for controlling said heating plates inorder to vary the heat supplied to each said rigid plate section.
 9. Thepower system according to claim 1, further comprising an ionizationsensor at the output end of the airflow path for detecting an ionizationpotential of air exiting the energy production system.
 10. A powersystem for an electrically powered land vehicle, the land vehicle havingat least one ground-engaging wheel, comprising: a gas ionization andenergy production section including a plurality of abutting tubularmembers defining an airflow path having an input end and an output end,each of the tubular members having: a rigid plate section having aplurality of heating plates for exciting air to an elevated energylevel, the heating plates being disposed in spaced-apart relationship toallow the flow of air through the section; a variable positive voltagegrid for collecting charged particles; and at least one sensor fordetecting the charge of said charged particles; means for drawing airinto the input end of the airflow path in order to establish an airflowthrough the gas ionization and energy production section; means forregulating a potential of the variable positive voltage grid; acombination amplifier and controller electrically connected to each ofthe variable positive voltage grids; a battery electrically connected tosaid combination amplifier and controller; a drive motor coupled to theat least one ground-engaging wheel, the drive motor being electricallyconnected to said battery and said combination amplifier and controller;wherein said combination amplifier and controller distributes thecharged particles to the battery and the drive motor.
 11. The powersystem according to claim 10, wherein said means for drawing aircomprises a centrifugal impeller disposed in said airflow path.
 12. Thepower system according to claim 11, wherein said means for drawing airfurther comprises an electric motor coupled to said centrifugalimpeller.
 13. The power system according to claim 10, further comprisingan ionized gas neutralizing chamber at the output end of said airflowpath.
 14. The power system according to claim 13, further comprising aplurality of discharge electrodes extending into said neutralizingchamber for discharging charged particles into the airflow path in orderto neutralize ionized gases in the airflow path.
 15. The power systemaccording to claim 14, wherein each said discharge electrode furthercomprises a shaft and a V-shaped leaf rotatable around the shaft inorder to slow airflow through said neutralizing chamber.
 16. The powersystem according to claim 10, wherein said means for drawing aircomprises a centrifugal impeller disposed in the airflow path and anelectric motor coupled to the impeller, the system further comprising anionized gas neutralizing chamber surrounding the electric motor.
 17. Thepower system according to claim 10, further comprising means forcontrolling said heating plates in order to vary the heat supplied toeach said rigid plate section.
 18. The power system according to claim10, further comprising an ionization sensor at the output end of theairflow path for detecting an ionization potential of air exiting theenergy production system.